On the regulatory agenda

Including news from IMO MSC 86, MEPC 59

and the Hong Kong Recycling Conference
28 August 2009

Agenda
SOLAS

- Amendments recently adopted

MARPOL

- Annex VI
- Green House Gases
BWM
New

Recycling Convention

IMO

strategic plan 2008-2014

EU
Summing

up

DetNorskeVeritas

14Septem

Committees and Sub-committees of IMO

Assembly
Council
Maritime Safety Committee (MSC)
Fire Protection (FP)
Radio-communications and Search and Rescue (COMSAR)

Safety of Navigation (NAV)

Ship Design and Equipment (DE)
Stability and Load Lines and Fishing Vessels Safety (SLF)

Standards of Training and Watchkeeping (STW)

Flag State Implementation (FSI)
The Marine Environment Protection Committee (MEPC)
Bulk Liquids and Gases (BLG)
Carriage of Dangerous Goods, Solid Cargoes and Containers (DSC)

Legal Committee (LC)

Technical Co-operation Committee (TCC)
Facilitation Committee

OVERVIEW
DetNorskeVeritas

14Septem

SOLAS

Emergency towing arrangements and procedures

SOLAS regulation II-1/3-4 (Emergency
towing arrangements on tankers), has
been extended to ships other than tankers
20 000 GT; in force on 1 January 2010.
MSC 84 also approved Guidelines for
Owners/Operators on preparing
Emergency Towing Procedures
(MSC/Circ.1255)
All ships shall be provided with a shipspecific emergency towing procedure
applicable as follows:
- All (i.e. new and existing) passenger
ships, not later than
1 January 2010;
- Cargo ships constructed on or after
1 January 2010; and
- Cargo ships constructed before
1 January 2010, not later than
1 January 2012
SOLAS
Ch. II-1
DetNorskeVeritas

Note: Only tankers are required to

carry Emergency towing
arrangements. All other ships shall
have emergency towing procedure

14Septem

Prohibition of asbestos
From 1 January 2011, for all
ships, new installation of
materials which contain
asbestos shall be prohibited
(SOLAS regulation II-1/3-5)

new installation of materials will be

defined by DE

SOLAS
Ch. II-1
DetNorskeVeritas

14Septem

Means of embarkation on and disembarkation from

ships
A new SOLAS regulation
II-1/3-9 adopted at MSC 84
requires ships constructed on or
after 1 January 2010 to be
provided with means of
embarkation and disembarkation,
such as gangways and
accommodation ladders,
constructed and installed,
maintained and inspected or
surveyed based on
Guidelines adopted by MSC 86
contained in MSC/Circ.1331

SOLAS
Ch. II-1
DetNorskeVeritas

14Septem

International Code on Intact Stability 2008

The 2008 IS Code was adopted by at MSC 85 by res. MSC.267(85) and

will be implemented by amendments to SOLAS regulation II-1/5 (res.
MSC.269(85) Annex 1) and the Load Line Convention reg. I/1 and I/3
(res. MSC.270(85)) and enters into force on 1 July 2010

New ships L 24 m to comply with specific intact criteria of Part A of the

IS Code from 1 July 2010

Part B contains recommendations to

be used as basis for relevant safety
standards for certain ships not
covered in Part A (like fishing vessels),
unless national stability requirements
provide at least an equivalent degree
of safety
Explanatory Notes to the Code were
also approved and issued as
MSC.1/Circ.1281
SOLAS
Ch. II-1
DetNorskeVeritas

14Septem

Fixed carbon dioxide fire-extinguishing

systems (SOLAS reg. II-2/10)
By the first scheduled
dry-docking after 1
January 2010 fixed
carbon dioxide fireextinguishing systems for
the protection of
machinery spaces and
cargo pump rooms on
ships constructed before
1 July 2002 shall comply
with requirements for two
separate controls (FSS
Code 5.2.2.2)
Confirmed at MSC 86

SOLAS
Ch. II-2
DetNorskeVeritas

14Septem

Drainage of special category and ro-ro spaces

Ships constructed on or after 1

January 2010, shall be provided with
means to prevent blockage of drainage
arrangements of closed spaces fitted
with fixed water spraying systems to
prevent accumulation of water on the
vehicle deck

Ships constructed before 1 January

2010 shall comply with this
requirement by the first survey after 1
January 2010

Guidelines for the Drainage of Firefighting Water from Closed Vehicle and
Ro-Ro Spaces and Special Category
Spaces of Passenger and Cargo Ships
issued in MSC.1/Circ.1320

SOLAS
Ch. II-2
DetNorskeVeritas

14Septem

Search and rescue locating devices

MSC 84 adopted amendments - in force from

1 January 2010 - to replace requirements for
"radar transponders" with a requirement for a
"search and rescue locating device"

Search and rescue locating devices shall be

carried on each side of every passenger ship
and every cargo ship of 500 gross tonnage and
upwards. At least one such device shall be
carried on every cargo ship between 300 and
500 gross tonnage. Additional requirements
apply to fitting of search and rescue devices in
liferafts on ro-ro cargo ships.

The search and rescue locating devices shall

conform to the performance standards adopted
by IMO and shall be capable of operating either
in the 9 GHz band or on frequencies dedicated
for AIS.
(SOLAS reg. III/6, III/26 and IV/7, 1988 SOLAS Protocol,
SOLAS Certificates and the 1994 and 2000 HSC codes)

SOLAS
Ch. III
DetNorskeVeritas

14Septem

Safety of Navigation - ECDIS

Mandatory carriage of Electronic Chart Display and Information Systems

(ECDIS) for different ship types and sized constructed in the period 2012
to 2018 was adopted at MSC 86

From 1 January 2011 ECDIS is accepted as meeting the chart carriage

requirements. From 2002 it may be accepted by the Administration
Use of electronic navigational
charts will probably reduce the
frequency of groundings by more
than one third
It is expected that ECDIS will
reduce the risks related to
several generic accident
scenarios such as groundings,
collision and contact

SOLAS
Ch. V
DetNorskeVeritas

14Septem

Safety of Navigation BNWAS etc.

Bridge navigational watch alarm

system (BNWAS) to be carried
from
1 January 2011 to 1 July 2014
for all cargo ships of 150 gross
tonnage and upwards and
passenger ships irrespective of
size
(SOLAS Reg. V/19)

An e-navigation strategy is
under development and is
intended to be implemented from
2012

SOLAS
Ch. V
DetNorskeVeritas

14Septem

International Maritime Solid Bulk Cargoes

(IMSBC) Code

The Code of Safe Practice for Solid

Bulk Cargoes (BC Code), adopted as a
recommendatory Code in 1965 and
updated at regular intervals since then,
will be replaced by the mandatory
IMSBC Code adopted at MSC 85 by
res. MSC.268(85)

The IMSBC Code will be implemented

by amendments to SOLAS Ch. VI
entering into force on 1 January 2011

The provisions of the Code may be applied from 1 January 2009 on a

voluntary basis, pending the entry into force on 1 January 2011
SOLAS
Ch. VI and VII
DetNorskeVeritas

14Septem

Material safety data sheets

A new regulation SOLAS Ch. VI Reg. 5-1 was added by MSC 83 and
amended by MSC 86:

Material safety data sheets for cargo carried by ships carrying MARPOL
Annex I oil and marine fuel oils

The amendments were adopted by resolution MSC.239(83) and enter

into force on 1 July 2009

From 1 January 2011 Material safety data

sheets are to be provided prior to the loading
of such cargoes and taking on fuel oil
in accordance with
res. MSC.286(86) and MSC/Circ.1303

SOLAS
Ch. VI
DetNorskeVeritas

14Septem

Casualty Investigation Code

The Code of the International Standards and Recommended Practices for a
Safety Investigation into a Marine Casualty or Marine Incident
(Casualty Investigation Code) was adopted as Resolution MSC.255(84) in
May 2008; in force from 1 January 2010
The Code requires a marine safety investigation into every marine casualty
involving the total loss of the ship or a death or severe damage to the
environment
SOLAS Chapter XI-1 was also
amended, making the Code
mandatory and expanding on
Regulation I/21, which more
vaguely requires Administrations
to conduct investigations

SOLAS
Ch. XI-1
DetNorskeVeritas

14Septem

Definition of the term Bulk Carrier

MSC 85 adopted res. MSC.277(85) on Clarification of the term bulk

carrier and Guidance for application of regulations in SOLAS to ships
which occasionally carry dry cargoes in bulk and are not determined as
bulk carriers in accordance with regulation XII/1.1 and chapter II-1

The Guidance covers new ships, only

The

MSC Resolution is non-mandatory, but

may be made mandatory later and
nevertheless governments are urged to apply
the operational measures (paragraph 1.1 of
the Guidance) to ships with keel laying on or
after 1 January 2009 and the structural
requirements (paragraph 1.2 of the Guidance)
to ships with keel laying on or after 1 July
2010

SOLAS
Ch. XII
DetNorskeVeritas

14Septem

Life-Saving Appliances (LSA) Code

MSC 85 revised the LSA Code and MSC.81(70) by res. MSC.272(85)

and MSC.274(85)

The Code will effective from 1 July 2010 apply 82,5 kg as the average
mass of persons for the prototype testing of lifeboats intended for cargo
ships, free-fall lifeboats and rescue boats

The Code also describes extended requirement to seating arrangement

for free-fall lifeboat
When adopting the amendment to the
LSA Code, MSC agreed that the
amendments should only apply to
equipment installed on new ships.
However, regarding the installation of
such equipment on existing ships,
MSC considered that the matter is
adequately addressed by the principle
in SOLAS regulation III/1.4.2.

LSA
Code
DetNorskeVeritas

14Septem

Packed dangerous goods on board HSC

MSC 85 adopted amendments to
2000 HSC Code regulation 7.17
by res. MSC.271(85)

Existing provisions of paragraph

7.17 of the HSC Code do not
apply to dangerous goods in
accepted quantities pending the
entry into force date of the relevant
amendments to 7.17 of the Code
(i.e. 1 January 2011)

HSC
Code
DetNorskeVeritas

14Septem

ISM Code revised at MSC 85

The revised ISM Code, adopted by res. MSC.273(85), will from
1 July 2010 require stronger and mandatory requirements for Company to
identify and assess risks and on this basis to establish appropriate plans
and instructions
Company will from same date also be required to
perform internal audits at least annually
The ISM Code further elaborates on the
procedures upon renewal verification and
situations mandating extension of expiring SMC
certificates
The forms for Safety Management Certificate
(SMC) and the Interim SMC are expanded by a
new field for endorsements
ISM
Code
DetNorskeVeritas

14Septem

Amendments to the International Maritime

Dangerous Goods (IMDG) Code

MSC 84, in May 2008, adopted the bi-annual set of amendments to the
Code (34-08), including changes to provisions for certain substances (such
as changes in requirements for documentation for dangerous goods in
excepted quantities), results from UN Sub-Committee on Experts relating to
UN Recommendations on transport of dangerous goods and a large
number of minor amendments; in force from 1 January 2010
IMDG
Code
DetNorskeVeritas

14Septem

Enhanced Surveys for Bulk Carriers and Oil

Tankers (Res. A.744(18)) (ESP Guidelines)

The enhanced survey requirements for

bulk carriers and oil tankers have been
extended also to cover bulk carriers
having double-side skin construction
by including a new part B in Annex A of
Res. A.744(18) The new part B is
primarily based on the IACS Unified
Requirements UR Z10.5

The attendance at the Survey Planning

meeting (para 5.6) has been modified
to include an appropriate qualified
representative appointed by the
master or Company
Applicable from 1 January 2010

Res.
A.744(18)
DetNorskeVeritas

14Septem

MARPOL
Annex I:
Annex II:
Annex III:
Annex IV:
Annex V:
Annex VI:

Prevention of pollution by oil

Control of pollution by
noxious liquid substances
Prevention of pollution by
harmful substances in packaged form
Prevention of pollution by sewage from ships
Prevention of pollution by garbage from ships
Prevention of Air Pollution from Ships

Prevention of pollution during transfer of oil

cargo between oil tankers at sea (STS)

A new chapter 8 to MARPOL Annex I was

adopted at MEPC 59, applicable from 1 April
2012 to all oil tankers of 150 gross tonnage
and above engaged in transfer of oil cargo
between oil tankers at sea (STS operations)
Such tankers shall hold an STS operations
plan approved by the Administration, and must
notify the coastal state 48 hours in advance if
operation takes place inside the economical
zone

MARPOL
Annex I
DetNorskeVeritas

14Septem

MEPC 59 also
adopted minor
amendments to
MARPOL Annex I
Regulations 1, 12,
13, 17, and 38,
Supplement to the
IOPP Certificate
and Oil Record
Book Parts I and II

MARPOL Annex VI Air pollution

New approved sulphur limits

MEPC 58 in October 2008 adopted the

following new sulphur limits for marine oil fuels
applicable from 1 July 2010:
Globally

4.50% prior to 1 January 2012

3.50% from 1 January 2012
0.50% from 1 January 2020*

In SECAs

1.00% from 1 July 2010

0.10% from 1 January 2015

Sulphur scrubbing will still be an acceptable

method for compliance and there will be no
HFO ban

MARPOL
Annex VI
DetNorskeVeritas

14Septem

MARPOL Annex VI Air pollution

New NOx emission limits from MEPC 58
Ship Constructed
( 1 January)

Application of
Requirements

1990
to
2000
Retroactive
to existing engines

Engine size
> 5000 kW and
90 liters

2000 x <2011
2011 x <2016

> 130 kW

2016

Ships 24m L or total

propulsion power
750kW

Emission Compliance at engines delivery

except as below
Limits

Tier I

---Tier II
Tier III

Total Weight of NO2 Emission (g/kWh)

RPM
Tier I
Tier II
Tier III

< 130

130 n < 2000

2000

17.0
14.4
3.4

45.0*n(-0.2)
44.0*n(-0.23)
9*n(-0.2)

9.8
7.7
2.0

MARPOL
Annex VI
DetNorskeVeritas

1st IAPP Renewal Survey

12 months after IMO advised
by Party of availability
(physical and cost)
of upgrade kit *

14Septem

Operation outside of ECA

Operation within ECA
Relative
NO2 Reduction
from Tier I
Current
15.5% - 21.8%
80%

Possible new SECAs

MARPOL
Annex VI
DetNorskeVeritas

14Septem

Prevention of air pollution from ships (ECA and

MARPOL Annex VI) MEPC 59 development
The proposal to designate an ECA for
the coastal waters of USA and Canada
was approved with a view to adoption at
MEPC 60
Entry into force from August 2012 likely

2009 Guidelines for Exhaust

Gas Cleaning Systems
adopted by res.
MEPC184(59), now including
changes to requirements for
monitoring and discharge of
wash water
Guidelines for the
Development of a VOC
Management Plan adopted by
res. MEPC185(59)
Requirement applies to all
crude oil tankers from
1 July 2010

MARPOL
Annex VI
DetNorskeVeritas

14Septem

Regulatory drivers - EU climate change

political developments

Softening commitment to EU 2020 goals (some countries) due

to financial instability

However, "The European Council confirms its determination to

honour the ambitious commitments on climate and energy
policy. Complex agreement finalised December 08. Practical
ramifications and impact not clear, but goals for land-based
industry are weakened.

European Parliament (EP) agreed revised carbon trading

system (ETS) in 2008. Airlines to be included. EP instructed
the Commission to consider including shipping by 2013.

Commission has given IMO until end 2011 to act, if not EU

will act unilaterally, imposing regional regulations by 2013.
In practical terms this is a decision that is both binding and
non-revocable.

DetNorskeVeritas

14Septem

Regulatory drivers IMO politics

IMO under strong pressure to deliver results by UNFCCC

Copenhagen climate conference (COP15) December 2009

Political barriers - clashing IMO and UNFCCC principles

- Significant differences in national positions as regards IMOs role in curbing
ship emissions of GHG in relation to the mandate of the UNFCCC and Kyoto
protocol
- Developing countries (non-Annex I) generally in consensus that IMO must
adopt the principles of UNFCCC / Kyoto, i.e. Common But Differentiated
Responsibilities (CBDR)
- This is strongly opposed by delegations of the developed countries (Annex 1),
invoking the IMO principle of No More Favourable Treatment
- So far not possible to break this impasse, in-depth discussions on application
of CO2 regulations, as well as on introduction market based instruments
(MBIs), deferred until MEPC 60 (March 2010)
- Disagreements among MBI advocates on instrument most appropriate for
international shipping - bunker tax or emission trading

DetNorskeVeritas

14Septem

Green House Gases MEPC 59 developments

No agreement on regulatory matters decisions deferred to MEPC 60 earliest

(March 2010)

Discussion on market based instruments deferred until MEPC60, pending

developments at UNFCCC COP15 (Dec. 09)

Consensus reached on interim guidelines for Energy Efficiency Design Index

(EEDI) and verification scheme, to be used on a voluntary trial basis.

Finalisation of guideline for Energy Efficiency Operational Index (EEOI) to be

used on a voluntary basis,

Consensus on draft guidance on the development of a Ship Energy Efficiency

Management Plan (SEEMP) to be used on a voluntary basis

DetNorskeVeritas

14Septem

GHG expectations for MEPC 60

COP15 of utmost importance for

progress in 2010, as the
outcome will lay the framework
for MEPC 60 discussions in
March 2010

Discussion expected on
mandatory application of EEDI

Discussions expected on
market based instruments, with
possible recommendations to
IMO Assembly concluded by
MEPC 62

DetNorskeVeritas

14Septem

Ballast Water Management

Adoption: 13 February 2004

Entry into force: 12 months after ratification by 30 States,

representing 35 per cent of world merchant shipping tonnage

Status as per August 2009:

- 18 countries ratified
- 15.36% of world tonnage

16 Guidelines are adopted in connection with the BWM Convention;

most recently:
- Guidelines or ballast water sampling (G2) Res. MEPC.173(58), and
- Revised guidelines for approval of ballast water management systems (G8)
Res. MEPC.174(58) were adopted at MEPC 58 in October 2008

BWM
DetNorskeVeritas

14Septem

General aspects of BW exchange

Problem areas

Only 95 % of ballast water is exchanged

Aquatic species may survive despite of frequent water

exchanges

BWM
DetNorskeVeritas

14Septem

Ballast Water Regulations (B-3)

Application based on construction dates and BW Capacity in m 3

Keel
laid

BW
[m3]
15005000

DNV Guidance on
Typical DWT / Ship type

2009

2010

3400 15000 / Tanker

4200 14200 / Bulk
4100 14000 / General cargo

2011

2012

2013

2014

D-1/D-2

2015

2016

D-2a)

< 2009
< 1500
> 5000

2009

2009
< 2012

2012

<3400 >15000 / Tanker

<4200 >14200 / Bulk
<4100 >14000 / General cargo

< 5000

<15000 / Tanker
<14200 / Bulk
<4000 / General cargo

> 5000

>15000 / Tanker
>14200 / Bulk
>14000 / General cargo

> 5000

>15000 / Tanker
>14200 / Bulk
>14000 / General cargo

D-2

D-1/D-2

D-1/D-2

a)

D-2a)
D-2

D-1/D-2

a)

D-2

Not later than the first intermediate or renewal survey after the anniversary date of delivery of the ship in the year of compliance with the standard
applicable to the ship
a)

D-1 = Ballast Water Exchange standard according to Reg. D-1 (95% volumetric exchange or pumping through three time the volume of each tank)
D-2 = Ballast Water Treatment systems according to Reg. D-2, approved by the Administration which treat ballast water to an efficacy of:
not more than 10 viable organisms per m 3 >50 micrometers in minimum dimension, and
not more than 10 viable organisms per millilitre < 50 micrometers in minimum dimension and >10 micrometers in minimum dimension
Det Norske Veritas AS. All rights reserved

BWM
DetNorskeVeritas

14 September 2015

14Septem

Slide 35

BWM - The Convention framework

Applicability
- All ships of in international trade are to be fitted with:
- International Ballast Water Management (IBWM) Certificate
- An approved Ballast Water Management Manual
- And a Ballast Water Record Book

General requirements
- Existing vessels - ballast water exchange (BWE) (D1)
- New vessels discharge quality requirements, ballast water
treatment (BWT) (D2)
- Application is a function of keel laying date, ballast capacity over or under 1500/5000 m3 and
year (2012, 2014 and 2016)

Phase-out of BWE
- BWE will be phased out as an acceptable method for complying with the convention
during a period of time from 2012 to 2016
- Gradually phase-in of BW Treatment requirements
- Exemption by risk considerations
- based on the assessment of risk represented by a specific ballast voyage

BWM
DetNorskeVeritas

14Septem

BWM Approval Status After MEPC 59

Type Approval

Basic Approval

PureBallast

SEDNA Peraclean

PureBallast
SEDNA Peraclean

OceanSaver BWMS

Electro-Cleen System

(NEI Treatment System)

Final Approval

PureBallast

SEDNA Peraclean

OceanSaver Ballast Water Management System

Electro-Cleen System

RWO Ballast Water Management System

(CleanBallast)

NK-O3 BlueBallast System (Ozone)

Hitachi Ballast Water Purification System

(ClearBallast)

Greenship Sedinox Ballast Water Management

System

BWM
DetNorskeVeritas

OceanSaver Ballast Water Management System

Electro-Clean System
CleanBallast!
Optimarin
NK-03 Blue Ballast System
Electro-Clean System
Special Pipe
GloEn-Patrol
Resource Ballast Technology
Clear Ballast
TG Ballastcleaner and TG Environmentalguard system
Greenships's Ballast Water Management System
Ecochlor Ballast Water Treatment System
Ballast Water Management System (HHI)
(EcoBallast)
AquaTriCombTM Ballast Water Treatment System

14Septem

Note to those concerned

14th edition February 2008

List of recent amendments

Chronological implementation
schedule for
A: Cargo ships
B: Passenger ships

http://webshop.dnv.com/global/catego
ry.asp?c0=2646

exchange.dnv.com

Replaced by Requirement
Explorer (REX) in 2009

DetNorskeVeritas

14Septem

Requirement Explorer TM

Available in DNV Exchange:

http://production-nps50.dnv.com/DNVX/ImoNote/InternalIMOSearchForm.aspx

DetNorskeVeritas

14Septem

Global Integrated Shipping Information

System (GISIS)
Pollution prevention equipment (PPE) has been operative since 1 February
2008, and shall include data on the following PPE approved by Governments:
1.

Oil filtering equipment and oil content meters for

bilge alarms (MSC.60(33))

2.

Oil content meters for oily water from cargo tanks

(A.586(14))

3.

Oil/water interface detectors (MEPC.5(XIII))

4.

Sewage treatment plants (MEPC.2(VI)

5.

Shipboard incinerators (MEPC.59(33),

MEPC.76(40) and MEPC.93(45))

6.

15 ppm bilge separators and 15 ppm bilge alarms

(MEPC.107(49)

7.

Oil content meters for oily water from cargo tanks

(MEPC.108(49))

8.

Sewage treatment plants (MEPC.159(55))

DetNorskeVeritas

14Septem

Ship Recycling
Health, safety and environmental issues

Photos: DNV

DetNorskeVeritas

14Septem

Ship Recycling Some Basics

The Convention calls for

inventory data, a list of
hazardous materials onboard,
for all ships being delivered to a
ship recycling facility

The Inventory of Hazardous Materials is the responsibility of the ship owner and
includes 3 parts:
Part 1 - Hazardous Materials Contained in the Ships Structure and Equipment
Part 2 - Operationally generated wastes
Part 3 - Stores

DetNorskeVeritas

14Septem

New Convention on Recycling

Adopted in May 2009 (Hong Kong)
The new convention will provide regulations for:

The design, construction, operation and

preparation of ships so as to facilitate safe and
environmentally-sound recycling

The establishment of an appropriate enforcement

mechanism for ship recycling, incorporating
certification and reporting requirements (for
example Inventory of Hazardous Materials,
previously known as Green Passport)

The operation of ship-recycling facilities in a safe

and environmentally-sound manner

DetNorskeVeritas

14Septem

Recycling news from Diplomatic Conference

Hong Kong International Convention for the Safe and Environmentally

Sound Recycling of Ships - Adopted 15 May 2009

Ship Recycling Plan (SRP) - Tacit or Explicit approval

Four prohibited materials from new installation (Asbestos, PCB, Ozone

Depleting Substances, Organotin Compounds)

Final survey - check that the SRP is approved, check Parts 1, 2 and 3
and safe-for-hot work, safe-for-entry procedures included

Threshold values - Included in the Guidelines for the development of the

Inventory of Hazardous Materials, adopted July 2009 by Resolution
MEPC.179(59)

DetNorskeVeritas

14Septem

New Convention on Recycling

The Hong Kong International Convention for
the Safe and Environmentally Sound
Recycling of Ships, 2009
will enter into force 24 months after the date on
which:

15 States

representing 40 per cent of world merchant

shipping by gross tonnage

the combined maximum annual ship recycling

volume of those States must, during the
preceding 10 years, constitute not less than 3 per
cent of their combined merchant shipping
tonnage ??

DetNorskeVeritas

14Septem

IHM - Cradle to Grave

DNV

Visual

Material
Declaration

Initial Survey

Sampling

Statement of Compliance
(SoC) for Inventory of
Hazardous Materials
Renewal Survey (5 yr)

Ship
Recycling

Check Plan

Additional Survey

Part 1

Updated

Updated

(Yard)

Part 1

Part 1

(Owner)

(Owner)

Plan

Final Survey

Parts 1, 2
and 3

Material

Material

Material

Declaration

Declaration

Declaration

New

Old

DNV

SoC Ready for

Recycling

Time

Building stage
Version

Rebuilding

In Operation

DetNorskeVeritas

14 September 2015

14Septem

Dismantling

Slide 46

Whats expected from IMO 2008-2020

Coating of other Spaces than Sea Water Ballast Tanks

Gas Code - Completely revised and updated
Emissions to air (CO2, NOx, SOx)
Ballast Water Management (BWM) - Treatment vs Exchange
Goal-based standards
Safety of General Cargo Ships
Recycling of ships - Mandatory instrument for global application (safety
and environment) - Several Guidelines to be developed
Prevention of accidents involving lifeboats
Comprehensive Review of the STCW Convention and the STCW Code Diplomatic Conference to adopt amendments expected in 2010
Review of Principles of safe manning levels
Recovery systems for all types of ships for the rescue of persons at sea
by 2012

DetNorskeVeritas

14Septem

Goal-Based Regulatory Framework

Background
Goal Based Standards were originally intended to cover overall requirements for rules, was
initiated in May 2003 (MSC 77), and has since been on the agenda of MSC
Status
Goals (Tier I), Functional requirements (Tier II) and Verification criteria (Tier III) have been
developed

Draft SOLAS amendments to make GBS

mandatory for new bulk carriers and oil
tankers over 150 m in length from 2015
Draft International goal-based ship
construction standards for such ships
Draft Guidelines for the verification of
conformity with GBS
(Self-assessment and Audit)
Draft Guidelines for the information to be
included in a Ship Construction File, still
under consideration by Industry WG

IMO
- Up for discussion
DetNorskeVeritas

Tier I

Tier II

Goals

Functional
Requirements

Tier III

Verification
Criteria

Tier IV

Prescriptive Regulations &

Class Rules

Tier V

Applicable Industry Standards &

Codes of Practice

14Septem

IMO GBS

At MSC 86 the following were agreed in

principle with a view to adoption at MSC 87,
in May 2010 :

General Cargo Ship Safety

High rate of accidents are associated with general cargo ships

Documentation confirms that the accident risks are high on general cargo
ships compared to other ship types

MSC 83 agreed that:

- An FSA analysis of the cause of accidents to be done to identify problem areas
and appropriate risk control options
- Develop a definition of general cargo ship
- Develop a strategy to set a direction on how best to enhance the safety of
these ships

MSC 86 made little progress; waits for IACS FSA

EU does research with the focuses on:

- Improvement of technologies for prediction of risks
- Safety and survivability of ships to remain afloat in an almost upright position
regardless of damage

IMO
- Up for discussion
DetNorskeVeritas

14Septem

Chemical and Product Tankers

MSC 81, July 2006, reviewed a report on incidents of explosions on

chemical and product tankers

The analysis revealed that the accidents occurred

-

For ships < 20,000 DWT

During tank cleaning, venting or gas freeing
When established procedures were not observed onboard
In ships carrying Marpol Annex II cargoes

None of the incidents occurred when inert gas was applied

MSC 83 therefore tasked a sub-committee to consider making inert

gas systems mandatory to product tankers < 20,000 DWT by doing a:
- A formal safety assessment, and
- A cost/benefit analysis
- Considering means to reduce sources of ignition, in-tank pump failures, static
electricity
- Safety, operational and environmental issues w. r. t. inert gas systems

IMO
- Up for discussion
DetNorskeVeritas

14Septem

IMO strategic plan 2008-2014

1.

Globalization
a. Freer movement of people, goods, services and information
b. Shipping major facilitator of global trade
c. Shipping standards might be compromised by the forces of liberalization and
competition sweeping through the maritime sector
d. Stave off regional or unilateral tendencies which conflicts with IMO
regulatory framework will be prioritised

2.

Heightened maritime safety concerns

a. Implementation of requirements. Flag, port, coastal States, ship-owners and
classification societies are specifically mentioned

3.

Heightened maritime security concerns

a. Focus on implementation of the ISPS Code without affecting the efficiency
of shipping and port operations

DetNorskeVeritas

14Septem

IMO strategic plan 2008-2014

4.

Heightened environmental consciousness

a. Atmospheric pollution including global warming and recycling
b. Developing effective responses to shipping incidents in order to mitigate
their impact on the environment

5.

People at sea
a. Focus on protection of lives at sea through success of search and rescue
operations and ensuring the adequacy of all systems used. Important safety
issues that make concerns: the new and bigger passenger vessels,
increased use of ferries and HSLC, migrants, piracy, armed robbery and
fishers' lives

6.

The importance of capacity building in ensuring universal and uniform

application of IMO instruments. There are concerns about the long-term
financial sustainability of the ITCP (Integrated Technical Co-operation
Programme) which assists developing countries

DetNorskeVeritas

14Septem

IMO strategic plan 2008-2014

7.

Shifting emphasis onto people. Place increased emphasis on the

contribution of the human element to safer, more secure and
environmentally friendly shipping

8.

Technology as a major driving force for change in the maritime transport

sector. Developments in communications and information technology
will provide opportunities to develop knowledge management so as to
increase transparency and accessibility to information

DetNorskeVeritas

14Septem

EU
On the agenda

On the EU Agenda
3rd Maritime Safety Package

Revised and upgraded EU Port State Control

Common criteria for Accident investigation

Revised control of EU ROs

Revised EU Vessel Traffic Management (VTMS)

Passenger carriers liability

(incorporating Athens Convention in EU law)

Shipowners Liability and Financial Guarantees

EU Flag state criteria and control

DetNorskeVeritas

14Septem

3rd Maritime Safety Package

Status June 2009

Agreement on all seven elements of the Package

obtained in Conciliation between Council
(Member States), European Parliament and
Commission on 8 December 2008

Council of EU Transport Ministers informed

accordingly at their meeting 9 December 2008

Formal adoption by Parliament 11 March 2009 and

Council 23 April 2009

Publication in EU Official Journal in 28 May 2009

Regulation on ROs enters into force 17 June 2009

Rest of Package gradually enters into force

2009-11

DetNorskeVeritas

14Septem

EU Co-decision process
Commission

Pre Decision

European Parliament

Council

Prepares Initiative
Formal Proposal

1st Reading

Opinion

2nd Opinion

Political Agreement
&
Common Position

2nd Common
Position

2nd Reading

Conciliation

DetNorskeVeritas

14Septem

Adoption

EU regulatory scene. Whats next?

Action plan for the protection of the high seas

Action plan for maritime R&D

Enhancing EU Maritime Clusters and strengthening career

and employment in the maritime sectors

EU input on shipping and GHG ahead of MEPC 59 and

Copenhagen UNFCCC. EU Shipping/ETS initiative in 2011 if
IMO track fails to deliver

EU strategy on ship dismantling. The concept of marine

spatial planning, restricted and protected areas?

Preservation and restoration of marine bio diversity

Maritime Transport Strategy 2018 published January 2009

DetNorskeVeritas

14Septem

The increasing EU Regulatory Role

Strong political drive to avoid oil pollution in EU waters

Increased focus on competitiveness of European Industry

A general belief that IMO works too slowly, hence many new
regulatory initiatives developed and implemented unilaterally

EMSA will take an increasingly stronger role as the EU

maritime technical arm

DetNorskeVeritas

14Septem

In the future we will get

More and more detailed international

regulations covering more areas than
today

Environmental regulations will be in

focus in the near future, and we will
see a shift from local to global
regulations (from NOx/SOx to CO2)

Increased focus on liability for all

partners within the maritime industry

Corporate Social Responsibility will

play an increasing role in shaping the
maritime industry

DetNorskeVeritas

14Septem

DetNorskeVeritas

14Septem